Automotive Market

PUBLISHER: ResearchInChina | PRODUCT CODE: 1583751

PUBLISHER: ResearchInChina | PRODUCT CODE: 1583751

New Energy Vehicle Electric Drive and Power Domain industry Report, 2024

PUBLISHED: October 8, 2024

PAGES: 580 Pages

DELIVERY TIME: 1-2 business days

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Description

OEMs lead the integrated development of "3 + 3 + X platform", and the self-production rate continues to increase

The electric drive system is developing around technical directions of high integration, high efficiency, high power density, high cost performance, high reliability, low noise, etc. High performance and low cost are the eternal themes, and technologies such as high speed/torque, oil cooling, flat wire motor, 800V high voltage, SiC power module, and all-in-one physical/system integration are developing rapidly.

Electric drive assembly: Development towards all-in-one integration and dual-motor distributed drive

Electric drive assembly application trend: OEMs lead the integrated development of the "3+3+X platform", and the self-production rate continues to increase

Based on requirements of the vehicle, OEMs are pursuing the volume, cost and weight of electric drive assembly more and more, which coincides with advantages of the all-in-one integrated solution. At present, OEMs are constantly increasing their efforts to develop their own all-in-one electric drive systems, and are no longer satisfied with "six-in-one" or "eight-in-one" products, but are constantly improving the level of integration. Currently, the most integrated electric drive in the industry is "twelve-in-one" electric drive, with BYD and Geely as typical representatives.

In May 2024, BYD released the e-platform 3.0 Evo, which pioneered the twelve-in-one intelligent electric drive system. This electric drive consists of previous eight-in-one plus four functional modules, namely, it integrates the motor, electronic control, reducer, OBC, DCDC, PDU, VCU, BMS, energy management intelligent control system, intelligent boost module, intelligent current boost module, and intelligent self-heating module. It was first launched on Sea Lion 07EV.

The integration concept of BYD's twelve-in-one electric drive system is to improve system efficiency and reliability. By optimizing energy management strategies, reducing losses during energy conversion, and strengthening thermal management effects, vehicle performance and range can be improved.

In April 2024, Geely Galaxy released an eleven-in-one intelligent electric drive at the Beijing Auto Show, which integrates 11 components including motor, electric control, reducer, VCU, HBMS, LBMS, OBC, DCDC, PDU, TMS, GWRC (intelligent anti-skid control), etc. the overseas version is a twelve-in-one electric drive, which integrates EVCC (global charging protocol conversion) on the basis of eleven-in-one electric drive.

The integration concept of Geely's twelve-in-one electric drive is cross-domain integration, which deeply integrates functions of power domain and chassis domain to achieve more precise vehicle control. on the basis of conventional electric drive and charging & distribution systems, special components such as thermal management integration module, low-voltage BMS and GWRC are added. Among them, the thermal management integration module unifies heat pump and PTC control, which is actually a large integration of powertrain on the small integration of thermal management control; low-voltage BMS conforms to the trend of low-voltage lithium electrification, shares chip resources with high-voltage BMS, and realizes the intelligent charging of vehicle battery; and the integration of GWRC technology allows Geely to complete the partial integration of power domain and chassis domain. in the cross-domain stage, power domain and chassis domain are integrated to jointly undertake the control related to vehicle movement, such as torque output of the power system and braking control of the chassis system. More precise vehicle control can be achieved.

From the perspective of all-electric drive assembly, all-in-one has become the future development trend. the development route of all-in-one electric drive is a process from independent distribution to high integration, and the powertrain will evolve towards the "3+3+X platform".

"3+3+X" is a structural framework for the integration of electric drive systems for new energy vehicles:

The first "3" represents the integration of motor, motor controller and reducer, that is, the electric drive three-in-one;

The second "3" represents the integration of OBC, PDU, and DCDC, that is, power integration; the integration of electric drive three-in-one and charging & distribution three-in-one lays the foundation for integration of electric drive three-in-one;

"X" refers to the integration of specific product components such as vehicle control unit (VCU), BMS, 48V DCDC, thermal management controller, or the integration of functions such as boost and pulse heating. This part has not yet been clearly defined. X also provides greater expansion space for further integration of later electric drives.

Compared with the highly integrated solutions led by OEMs, it is difficult for independent third-party Tier 1 suppliers to simultaneously develop product lines such as electric drive, on-board power supply, thermal management, and vehicle control. therefore, they tend to launch "six-in-one" and "seven-in-one" products and strengthen the expansion and R&D of related product lines.

Electric drive assembly application trends: OEMs accelerate the development of multi-motor distributed wheel-side drive systems

Distributed drive has characteristics of high efficiency, low energy consumption and low using cost, which can further reduce the weight of powertrain system and meet the lightweight requirements. in addition, this drive mode also has advantages of short transmission chain, compact structure, improved tire adhesion distribution and driving efficiency, which can make the driving/braking torque of each wheel independently controllable and provide flexible power distribution for the vehicle.

The two important technical routes of distributed drive are wheel-side motor and hub motor. Dongfeng is the representative of passenger car hub motor, and BYD is the representative of wheel-side motor. At present, passenger cars driven by wheel-side motors have been launched, but the large-scale mass production application of hub motors in passenger cars is not yet mature. in order to better match the application, most new energy passenger cars on the market use a centrally integrated dual-motor drive system, but due to the impact of cost, dual motors are currently mainly installed on high-end off-road and luxury brand models.

Take BYD's e4 platform as an example. the platform is independently developed based on BYD's mature wheel-side motor technology, which can realize four-motor independent drive, deep vehicle fusion perception, and body stability vector control. the electric drive assembly system equipped with e4 platform integrates two sets of motors, motor controllers, and reducers, respectively. Motors and reducers are arranged in parallel, and a half shaft extends from each of the two sets of reducers to connect and control the left and right wheels. the maximum horsepower can exceed 1,100 horsepower and the maximum speed can reach 20,500 rpm. Meanwhile, all models of the e4 technology platform are equipped with an 800V high-voltage SiC electronic control system as standard, with a maximum efficiency of 99.5%.

The core steering system + braking system of e4 Platform are integrated into the powertrain, using four wheel-side motors to control the speed and torque of each wheel respectively, thus realizing the functions of "brake system" and "steering system".

Drive motor: Developing towards high speed, flat wire oil cooling, less rare earth/no rare earth

Main development lines of new energy vehicle drive motors are also lightweight, low cost, and high efficiency. Focusing on these three development lines, drive motors are developing towards high speed, flat wire oil-cooled motors, and rare earth-free motors.

Drive motor application trend: high speed

The development of high speed can make the motor smaller and lighter, and can also make the vehicle consume less energy, have a longer range, accelerate faster, and have a higher speed. These are all important dimensions for improving the experience of new energy vehicles, and are also important reasons why major OEMs are scrambling to develop higher speed motors.

Meanwhile, high speed has put forward higher requirements on the design of motors. Bearing selection, motor heat dissipation, shaft material, stator and rotor silicon steel sheet material, electromagnetic simulation, mechanical strength simulation, thermal simulation, tolerance calculation and matching, etc. have become more challenging.

At present, most high-speed motors have a speed range of 18,000-22,000 rpm and a power range of 200-300 kW. Starting in 2023, Chinese OEMs will begin to launch a number of cars equipped with motors with speeds above 20,000rpm. OEMs represented by Huawei, Xiaomi, and GAC are seeking to break through the new physical limits of high-speed motors. Xiaomi's latest V8s motor has a maximum speed of 27,200 rpm and is expected to be installed in vehicles in 2025.

Take the Xiaomi V8s motor as an example: Xiaomi has created a super motor V8s based on a breakthrough in rotor materials, with a maximum speed of 27,200 rpm. Achieving a high speed is only the first step. to make the motor work stably at a high speed, more technical difficulties need to be overcome, such as heat dissipation and efficiency.

In terms of heat dissipation: Xiaomi V8s motor adopts two-way full oil cooling and S-shaped three-dimensional oil circuit design. the stator part uses a double-circulation three-dimensional oil circuit to increase the heat dissipation area by 100%. Meanwhile, stator silicon steel sheets are stacked in an offset manner to increase the contact area with the oil and make the heat conduction more sufficient; the rotor part uses an S-shaped oil circuit, and the shaft and iron core are cooled synchronously, which increases the heat dissipation area by 50%, and the maximum temperature of rotor is reduced by 30°C.

In terms of reducing losses, the stator uses 0.2mm silicon steel sheets. Iron loss of the stator accounts for more than 70% of total iron loss of the motor. the stator uses thin silicon steel sheets to reduce motor losses and improve efficiency.

In terms of improving strength, motor rotor uses high-strength special silicon steel sheets with a tensile strength of 960MPa and a thickness of 0.35mm to prevent the rotor magnetic bridge from breaking under high speed conditions.

The rotor magnetic bridge of Xiaomi V8s motor has also been optimized. the width of magnetic bridge between the large V magnets has reached 3mm, and the thickness of magnetic bridge at outer circle has reached 1.5mm. as the width of magnetic bridge increases, the leakage magnetic flux also becomes larger, so thicker magnets are needed to increase the magnetic potential.

Drive motor application trend: flat wire oil-cooled motor

Flat wire motors have advantages of small size, light weight, high efficiency, and good heat dissipation performance. they are an important technical route for achieving lightweight and miniaturization of electric drive systems for new energy vehicles. today, the cost of power batteries for new energy vehicles remains high. Flat wire motors are gradually entering the industry's vision as a new direction for cost reduction. the gaps between flat wires are much tighter than those between round wires, and they have a higher slot fill rate and power density, which can improve motor efficiency. in addition, motor technology innovation is closely related to the development of process materials, and new windings can rapidly improve motor performance.

In order to further improve the efficiency or performance of the motor, a number of innovative winding processes have emerged in the industry based on flat wire windings, such as the X-pin of UAES/BorgWarner/GAC Aion, the braided wave winding of ZF, the N-Pin of Shanghai Edrive, the double-layer U-pin of Yida Edrive, and the Umini-pin of Huayu Automotive Electric Drive.

In terms of production technology, Yida Electric Drive's 8-layer winding motor adopts U-Pin double-layer technology. the winding end structure is compact, and there is a very small air gap between conductors to facilitate heat dissipation. Compared with common flat wire U-Pin process, the height of winding end and the size of motor are further reduced. However, the U-Pin double-layer technology has high process requirements and is difficult to manufacture, requiring strong production equipment and R&D technical support.

Drive motor application trends: European and American companies accelerate the layout of low-rare earth/rare earth-free motors

Current major application types of new energy vehicle drive motors are permanent magnet synchronous motors and asynchronous AC motors. Among them, permanent magnet synchronous motors occupy more than 95% of entire new energy market due to their advantages such as high efficiency, small size, and high power-density. the core material of permanent magnet synchronous motors is rare earth, and due to the limited rare earth resources and other reasons, the cost of rare earth permanent magnet synchronous motors is high, so reducing the use of rare earth or completely replacing it with other lower-priced materials has become one of the ideas for the industry to reduce costs and increase efficiency.

OEMs are interested in rare earth-free motors not only to reduce costs and improve efficiency, but also to avoid the risk of rare earth material monopoly, especially European and American companies. China is a country with abundant rare earth resources, which is exactly what foreign OEMs are worried about. the US Department of Energy began to organize the development of light rare earth or rare earth-free motors a few years ago. Currently, rare earth-free motors have become a hot spot for overseas car competition.

At present, application of electric excitation motors is mainly concentrated in overseas companies, such as Renault, BMW, Tesla, Nissan and other OEMs. in 2023, Tesla announced that its next-generation permanent magnet motors will no longer use rare earth materials. In addition to Tesla, many global car brands are also developing motors that do not contain rare earths. For example, General Motors and Stellantis are also planning to develop a new generation of rare earth-free permanent magnet motors. the goal of Mercedes' next-generation MMA EV platform is to completely abandon heavy rare earths.

Under the influence of OEMs, companies in the industry chain are also actively planning product routes. Suppliers such as Valeo, BorgWarner, Mach, and Vitesco have also launched electric excitation motors. Japanese company Proterial (formerly Hitachi Metals) has trial-produced permanent magnet motors that do not contain the rare earth element neodymium, and plans to commercialize them by 2035; ZF has also developed a zero-rare-earth magnet-free motor "2SM". Although China has an advantage in rare earth resources, there are still many Chinese companies including BYD, Huawei, Quanten Technologies, InfiMotion Technology, and Santroll Electric that are also making relevant layouts for EESM.

Power domain: Use multi-core high-performance MCU chips to meet cross-domain integration needs

The powertrain control system of new energy vehicles is evolving from vehicle controller VCU to power domain controller PDCU, power chassis cross-domain fusion controller, and central computer. Its main control chip will also move from 32-bit MCU to a heterogeneous SoC integrating "CPU+XPU" to support hardware acceleration requirements in various scenarios.

Early all-in-one controllers were physically integrated (single board, multiple chips). By simplifying connections and sharing shells to reduce costs and weight, control modules such as VCU, BMS, and motor controllers were integrated on one PCB board, which still had multiple controllers, and multiple MCUs each controlled some components, and were physically connected by multiple wiring harnesses and interfaces. in the power domain control stage, control modules such as VCU, BMS, and motor controllers will realize chip integration (single board, single chip). All control modules share a master MCU. A controller, a single-chip MCU, and a set of algorithms are used on one PCB board to directly control electric motor/control/battery components.

The power domain has lower requirements for AI computing power but higher requirements for safety, so it needs an MCU chip with more powerful performance and resources as its master chip. the master chip of power domain control generally adopts an ASIL-D level 32-bit MCU chip, equipped with a power supply that meets functional safety, and a simple safety monitoring MCU. the power domain MCU mainly emphasizes low-power design, real-time control, and ASIL-D level functional safety.

At present, the core automotive-grade MCU related to control in the power domain market is still dominated by overseas chip giants such as STMicroelectronics, NXP, and Infineon. the application of Chinese chip vendors in power domain market is concentrated on basic applications in the power domain such as motor control, engine control, and BMS.

NXP's S32E processor is suitable for electric vehicle control and intelligent actuation systems. the S32E series provides real-time processing capabilities, mainly for low-latency, high-real-time applications, including braking, hybrid control, functional safety, chassis, power domain controllers, etc. This series of chips uses a 16nm process to meet L3~L4 functions, while the next generation of planned products will use a 5nm process, targeting more advanced L4~L5 autonomous driving function system requirements. in addition, the S32E series processors also provide additional functions (5V analog and I/O with complex timers) to support drive applications.

Infineon's AURIX(TM) TC4xx series MCUs can solve range anxiety, charging speed and x-in-1 system cost issues in new energy vehicles, and promote the development of cutting-edge applications such as e-Mobility, ADAS, EEA and AI.

In terms of domestically produced chips, EVPT VCU5000 series controller selected CCore Technology MCU-CCFC3008PT.

Product Code: XX012

1 Overview of Electric Drive assembly and Power Domain

1.1 Overview of Electric Drive assembly and Power Domain
- 1.1.1 Electric Drive Systems Are Developing from Mechanical and Electronic Integration to Power Domain Solutions
- 1.1.2 Composition of Electric Drive System
- 1.1.3 Electric Drive System Key Performance Rating System
- 1.1.4 Core Technical indicators of Electric Drive System
- 1.1.5 Drive form of Electric Drive assembly of New Energy Vehicles: Single Motor Centralized Drive
- 1.1.6 Drive form of Electric Drive assembly of New Energy Vehicles: Multi-Motor Distributed Drive
- 1.1.7 Requirements of Autonomous Driving on Electric Drive Systems
- 1.1.8 Evolution Trend of All-in-one Controllers to Chip-Level Integration and Power Domain Controllers
- 1.1.9 Background of the Birth of Power Domain: Evolution of Automotive E/E Architecture Promotes the Development of Power Domain Control
- 1.1.10 Differences Between Power Domain Controller and All-in-one Controller
1.2 Analysis of Electric Drive System Supply Model and Supply Relationship
- 1.2.1 Main Supply Modes of Electric Drive Systems
- 1.2.2 Should OEM Electric Drive Systems Be Made In-House or Outsourced? (1)
- 1.2.3 Should OEM Electric Drive Systems Be Made In-House or Outsourced? (2)
- 1.2.4 Should OEM Electric Drive Systems Be Made In-House or Outsourced? (3)
- 1.2.5 Current Supply Status of Electric Drive System Market (1)
- 1.2.6 Current Supply Status of Electric Drive System Market (2)
- 1.2.7 Summary of OEM Electric Drive System Supply Chain (1)
- 1.2.8 Summary of OEM Electric Drive System Supply Chain (2)

2 Electric Drive System Trend Summary and Market Analysis

2.1 Electric drive assembly
- 2.1.1 Research Structure of Electric Drive System
- 2.1.2 Mainstream Electric Drive System Integration Solution: Three-in-one Drive assembly
- 2.1.3 Comparison of Three-in-one Electric Drive Systems
- 2.1.4 Comparison of All-in-one Electric Drive Systems
- 2.1.5 Summary of OEM Electric Drive assembly Products (1)
- 2.1.6 Summary of OEM Electric Drive assembly Products (2)
- 2.1.7 Summary of OEM Electric Drive assembly Products (3)
- 2.1.8 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (1)
- 2.1.9 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (2)
- 2.1.10 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (3)
- 2.1.11 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (4)
- 2.1.12 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (5)
- 2.1.13 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (6)
- 2.1.14 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (7)
- 2.1.15 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (8)
- 2.1.16 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (9)
- 2.1.17 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (10)
- 2.1.18 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (11)
- 2.1.19 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (12)
- 2.1.20 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (13)
- 2.1.21 Summary of Tier 1 Suppliers' Electric Drive Assembly Products (14)
  - 2.1.1.1 Electric Drive assembly Application Trend: All-in-one integration
    - 2.1.1.1.1 Electric Drive assembly of All-Electric Platform Is Developing towards "3+3+X Platform" All-in-one integration
    - 2.1.1.1.2 Key Technologies for All-in-one Electric Drive Development
    - 2.1.1.1.3 Advantages and Technical Challenges of All-in-one
    - 2.1.1.1.4 Summary of OEM All-in-one Electric Drive Assembly Products (1)
    - 2.1.1.1.5 Summary of OEM All-in-one Electric Drive Assembly Products (2)
    - 2.1.1.1.6 Summary of Tier 1 Suppliers' All-in-one Electric Drive assembly Products (1)
    - 2.1.1.1.7 Summary of Tier 1 Suppliers' All-in-one Electric Drive assembly Products (2)
    - 2.1.1.1.8 Summary of Tier 1 Suppliers' All-in-one Electric Drive assembly Products (3)
    - 2.1.1.1.9 Summary of Tier 1 Suppliers' All-in-one Electric Drive assembly Products (4)
    - 2.1.1.1.10 All-in-one Electric Drive Integrated Solution (1)
    - 2.1.1.1.11 All-in-one Electric Drive Integrated Solution (2)
    - 2.1.1.1.12 All-in-one Electric Drive Integrated Solution (3)
    - 2.1.1.1.13 All-in-one Electric Drive Market Situation (1)
    - 2.1.1.1.14 All-in-one Electric Drive Market Situation (2)
    - 2.1.1.1.15 OEMs' Demand for Self-developed All-in-one Products increases
    - 2.1.1.1.16 Core Competitiveness of Tier 1 Suppliers Develop All-in-one
  - 2.1.1.2 Electric Drive assembly Application Trend: Multi-Motor Distributed Drive
    - 2.1.1.2.1 Mainstream Distributed Electric Drive Layout Solutions
    - 2.1.1.2.2 Advantages of Distributed Electric Drive Systems
    - 2.1.1.2.3 Distributed Electric Drive System Chassis Configuration
    - 2.1.1.2.4 Distributed Electric Drive Market Situation
    - 2.1.1.2.5 Future Development of Dual-Motor Distributed Electric Drive
    - 2.1.1.2.6 Summary of OEMs' Distributed Electric Drive Products (1)
    - 2.1.1.2.7 Summary of OEMs' Distributed Electric Drive Products (2)
    - 2.1.1.2.8 Summary of Tier 1 Suppliers' Distributed Electric Drive Products (1)
    - 2.1.1.2.9 Summary of Tier 1 Suppliers' Distributed Electric Drive Products (2)
    - 2.1.1.2.10 Summary of Tier 1 Suppliers' Distributed Electric Drive Products (3)
    - 2.1.1.2.11 Distributed Electric Drive Solution (1)
    - 2.1.1.2.12 Distributed Electric Drive Solution (2)
    - 2.1.1.2.13 Distributed Electric Drive Solution (3)
    - 2.1.1.2.14 Axial Flux Motor Is Expected to Accelerate the Implementation of Wheel Hub Drive
    - 2.1.1.2.15 Status Quo of Axial Flux Motor Market (1)
    - 2.1.1.2.16 Status Quo of Axial Flux Motor Market (2)
    - 2.1.1.2.17 Axial Flux Motor Distributed Drive Solution (1)
    - 2.1.1.2.18 Axial Flux Motor Distributed Drive Solution (2)
    - 2.1.1.2.19 Axial Flux Motor Distributed Drive Solution (3)
    - 2.1.1.2.20 Axial Flux Motor Distributed Drive Solution (4)
  - 2.1.1.3 Application Trend of Electric Drive assembly: 800V High Voltage
    - 2.1.1.3.1 Electric Drive Systems Have Fully Entered the 800V High Voltage Era (1)
    - 2.1.1.3.2 Electric Drive Systems Have Fully Entered the 800V High Voltage Era (2)
    - 2.1.1.3.3 Electric Drive Systems Have Fully Entered the 800V High Voltage Era (3)
2.2 Motor
- 2.2.1 Development Trend of Drive Motors
- 2.2.2 Comparison of Main Technical Routes of Drive Motors
- 2.2.3 Drive Motor Market Situation (1)
- 2.2.4 Drive Motor Market Situation (2)
- 2.2.5 Drive Motor Market Situation (3)
  - 2.2.1.1 Motor Application Trends: Flat Wire Motors
    - 2.2.1.1.1 Flat Wire Motor Is A Technical Route to Achieve Lightweight and Miniaturization of Electric Drive System
    - 2.2.1.1.2 Advantage of Flat Wire Motor (1): Small Size and High Efficiency
    - 2.2.1.1.3 Advantage of Flat Wire Motor (2): Improved Power Density
    - 2.2.1.1.4 Flat Wire Motor Stator Winding Technology Route (1): Comparison of Production Process
    - 2.2.1.1.5 Flat Wire Motor Stator Winding Technology Route (2): Comparison of Stator Winding Layers
    - 2.2.1.1.6 New Technology for Flat Wire Motor Stator Winding (1)
    - 2.2.1.1.7 New Technology for Flat Wire Motor Stator Winding (2)
    - 2.2.1.1.8 Flat Wire Motor Market Situation
    - 2.2.1.1.9 OEMs' Planning and Application of Flat Wire Motors
    - 2.2.1.1.10 Analysis of Flat Wire Motor Solutions
    - 2.2.1.1.11 Analysis of Flat Wire Motor Solutions
    - 2.2.1.1.12 Analysis of Flat Wire Motor Solutions
  - 2.2.1.2 Motor Application Trends: Oil-Cooled Motors
    - 2.2.1.2.1 Development of Electric Drive Systems Places Higher Demands on Cooling Capacity of Motor Systems
    - 2.2.1.2.2 Motor Cooling Technology Trends: Oil-Cooled Technology
    - 2.2.1.2.3 Applications of Motors with Different Cooling Methods
    - 2.2.1.2.4 Motor Oil-Cooled: Direct Oil-Cooled, indirect Oil-Cooled
    - 2.2.1.2.5 Three Options for Motor Oil-Cooled
    - 2.2.1.2.6 innovative Solution for Motor Stator Oil-Cooled
    - 2.2.1.2.7 Analysis of innovative Solutions for Oil-Cooled Motors (1)
    - 2.2.1.2.8 Analysis of innovative Solutions for Oil-Cooled Motors (2)
    - 2.2.1.2.9 Analysis of innovative Solutions for Oil-Cooled Motors (3)
    - 2.2.1.2.10 Oil-Cooled Motor Market Situation
    - 2.2.1.2.11 Application of Oil-Cooled Motors in Some OEMs (1)
    - 2.2.1.2.12 Application of Oil-Cooled Motors in Some OEMs (2)
  - 2.2.1.3 Motor Application Trend: High Speed
    - 2.2.1.3.1 Reasons for the Development of High-Speed Motors
    - 2.2.1.3.2 Key Technical Challenges in Motor High Speed (1)
    - 2.2.1.3.3 Key Technical Challenges in Motor High Speed (2)
    - 2.2.1.3.4 Key Technical Challenges in increasing Motor Speed (3)
    - 2.2.1.3.5 Carbon Fiber Coated Rotor Is Expected to Become the Choice of High-Speed Motors
    - 2.2.1.3.6 Layout of High-Speed Motors Above 15000rpm
    - 2.2.1.3.7 Statistics on Mass Production of High-Speed Motors of 20,000 Rpm and Above
    - 2.2.1.3.8 High Speed Motor Solution (1)
    - 2.2.1.3.9 High Speed Motor Solution (2)
    - 2.2.1.3.10 High Speed Motor Solutions (3)
  - 2.2.1.4 Motor Application Trends: Less Rare Earth/No Rare Earth
    - 2.2.1.4.1 Reasons for the Development of Low Rare Earth/No Rare Earth Motors
    - 2.2.1.4.2 Performance Comparison Between Rare Earth Motors and Non-Rare Earth Motors
    - 2.2.1.4.3 Rare Earth-Free Motor Solution: EESM
    - 2.2.1.4.4 European and American Companies Accelerate the Layout of Electrically Excited Synchronous Motors (1)
    - 2.2.1.4.5 European and American Companies Accelerate the Layout of Electrically Excited Synchronous Motors (2)
    - 2.2.1.4.6 Low-Rare-Earth/No-Rare-Earth Motor Solutions (1)
    - 2.2.1.4.7 Low-Rare-Earth/No-Rare-Earth Motor Solutions (2)
    - 2.2.1.4.8 Low-Rare-Earth/No-Rare-Earth Motor Solutions (3)
    - 2.2.1.4.9 Low-Rare-Earth/No-Rare-Earth Motor Solutions (4)
2.3 Motor Controller
- 2.3.1 Key Components of Motor Controller
- 2.3.2 inverter Power Semiconductors Are Developing towards Modularization and Low Cost
  - 2.3.1.1 Motor Controller Application Trend: 800V SiC
    - 2.3.1.1.1 SiC Power Modules Become A Hot Spot in Electric Control System Market
    - 2.3.1.1.2 Advantages of SiC in New Energy Vehicles
    - 2.3.1.1.3 Changes and Impacts of 800V SiC Electric Drive Systems
    - 2.3.1.1.4 Packaging Technology of SiC Power Modules Is Developing towards Plastic Packaging, Double-Sided Cooling and Other Technologies
    - 2.3.1.1.5 SiC Module Process Innovation Technology
    - 2.3.1.1.6 Statistics on OEMs' SiC-equipped Vehicle Models and Suppliers (1)
    - 2.3.1.1.7 Statistics on OEMs' SiC-equipped Vehicle Models and Suppliers (2)
    - 2.3.1.1.8 SiC Electric Drive System Solution (1)
    - 2.3.1.1.9 SiC Electric Drive System Solution (2)
    - 2.3.1.1.10 SiC Electric Drive System Solution (3)
    - 2.3.1.1.11 SiC Electric Drive System Solution (4)
    - 2.3.1.1.12 China's Passenger Car Electric Drive System Power Semiconductor Market (1)
    - 2.3.1.1.13 China's Passenger Car Electric Drive System Power Semiconductor Market (2)
    - 2.3.1.1.14 China's Passenger Car Electric Drive System Power Semiconductor Market (3)
    - 2.3.1.1.15 Summary of foreign SiC Module Manufacturers and Products
    - 2.3.1.1.16 Summary of Domestic SiC Module Manufacturers and Products (1)
    - 2.3.1.1.17 Summary of Domestic SiC Module Manufacturers and Products (2)
2.4 Reducer
- 2.4.1 Development Trend of Reducer Technology
- 2.4.2 Analysis of Reducer Key Technologies
2.5 Electric Drive System Market Situation and Cost Analysis
- 2.5.1 Electric Drive System Market Situation (1)
- 2.5.2 Electric Drive System Market Situation (2)
- 2.5.3 Electric Drive System Market Situation (3)
- 2.5.4 Electric Drive System Market Situation (4)
- 2.5.5 Electric Drive System Cost Analysis (1)
- 2.5.6 Electric Drive System Cost Analysis (2)
- 2.5.7 Electric Drive System Cost Analysis (3)
- 2.5.8 Electric Drive System Cost Analysis (4)

3 Power Domain Product and Supply Chain information Summary

3.1 Summary of OEMs and Tier 1 Suppliers' Power Domain Control Products
- 3.1.1 OEMs' Power Domain Control Solutions
- 3.1.2 Tier 1 Power Domain Control Solutions and Product Summary (1)
- 3.1.3 Tier 1 Power Domain Control Solutions and Product Summary (2)
- 3.1.4 Tier 1 Power Domain Control Solutions and Product Summary (3)
- 3.1.5 Tier 1 Power Domain Control Solutions and Product Summary (4)
- 3.1.6 Tier 1 Power Domain Control Solutions and Product Summary (5)
- 3.1.7 Tier 1 Power Domain Control Solutions and Product Summary (6)
- 3.1.8 Tier 1 Power Domain Control Solutions and Product Summary (7)
- 3.1.9 Tier 1 Power Domain Control Solutions and Product Summary (8)
3.2 Power Domain Controller
- 3.2.1 Power Domain Control Realizes the Centralization of Powertrain Control Decision
- 3.2.2 Advantages of Power Domain Controller Development
- 3.2.3 Mainstream integration Solutions for Power Domain Control: VCU+BMS + "XCU"
- 3.2.4 Cooperative development Model of Power Domain Control
- 3.2.5 Market Size of China's Passenger Car Power Domain Controller, 2022-2027E
- 3.2.6 Taking Motor Controllers as An Example, How Do Electronic Control Manufacturers Transform into Power Domain Control? (1)
- 3.2.7 Taking Motor Controllers as An Example, How Do Electronic Control Manufacturers Transform into Power Domain Control? (2)
- 3.2.8 Taking Motor Controllers as An Example, How Do Electronic Control Manufacturers Transform into Power Domain Control? (3)
  - 3.2.1.1 Power Domain Fusion Solution 1: Chassis + Power
    - 3.2.1.1.1 Power Domain Fusion Solution 1: Power Domain + Chassis Domain
    - 3.2.1.1.2 "Skateboard Chassis" Brings Changes to Electric Drive assembly: from Software Integration to Hardware Integration
    - 3.2.1.1.3 Integration of Power and Chassis Domains: Three-Axle Integrated Intelligent Chassis
    - 3.2.1.1.4 Summary of Tier 1 Suppliers' Powertrain and Chassis Domain Control Products (1)
    - 3.2.1.1.5 Summary of Tier 1 Suppliers' Powertrain and Chassis Domain Control Products (2)
    - 3.2.1.1.6 Powertrain and Chassis Domain Integration Case (1)
    - 3.2.1.1.7 Powertrain and Chassis Domain Integration Case (2)
    - 3.2.1.1.8 Powertrain and Chassis Domain Integration Case (3)
    - 3.2.1.1.9 Powertrain and Chassis Domain Integration Case (4)
    - 3.2.1.1.10 Powertrain and Chassis Domain Integration Case (5)
    - 3.2.1.1.11 Powertrain and Chassis Domain Integration Case (6)
    - 3.2.1.1.12 Powertrain and Chassis Domain Integration Case (7)
    - 3.2.1.1.13 Powertrain and Chassis Domain Integration Case (8)
  - 3.2.1.2 Power Domain Fusion Solution 2: Chassis + Body + Power
    - 3.2.1.2.1 Power Domain Fusion Solution 2: Chassis + Body + Power
    - 3.2.1.2.2 Summary of OEM's Three-Domain (Vehicle Control Domain) Integration Solution (1)
    - 3.2.1.2.3 Summary of OEM's Three-Domain (Vehicle Control Domain) Integration Solution (2)
    - 3.2.1.2.4 Tier 1 Suppliers' Three-Domain Integration Solutions and Products (1)
    - 3.2.1.2.5 Tier 1 Suppliers' Three-Domain Integration Solutions and Products (2)
    - 3.2.1.2.6 Powertrain + Chassis + Body Domain Integration Case
  - 3.2.1.3 Power Domain Fusion Solution 3: Central Computing + Zonal Control
    - 3.2.1.3.1 Power Domain Fusion Solution 3: Central Computing + Zonal Control
    - 3.2.1.3.2 Software and Hardware Layers of Zonal Controller
    - 3.2.1.3.3 Zonal Control Case (1)
    - 3.2.1.3.4 Zonal Control Case (2)
3.3 Power Domain Control Master MCU Chip
- 3.3.1 Requirements of Power Domain Control Systems Evolution on Computing Power for Master MCU
- 3.3.2 Process of Localization Replacement of Power Domain Control MCU Chips
- 3.3.3 Summary of Power Domain Control MCU Chip Products (1)
- 3.3.4 Summary of Power Domain Control MCU Chip Products (2)
- 3.3.5 Summary of Power Domain Control MCU Chip Products (3)
- 3.3.6 Summary of Power Domain Control MCU Chip Products (4)
- 3.3.7 Summary of Power Domain Control MCU Chip Products (5)
- 3.3.8 Summary of Power Domain Control MCU Chip Products (6)
- 3.3.9 Power Domain MCU Chip Products (1)
- 3.3.10 Power Domain MCU Chip Products (2)
- 3.3.11 Power Domain MCU Chip Products (3)
- 3.3.12 Power Domain MCU Chip Products (4)
- 3.3.13 Power Domain MCU Chip Products (5)
- 3.3.14 Power Domain MCU Chip Products (6)
- 3.3.15 Power Domain MCU Chip Products (7)
- 3.3.16 Power Domain Control MCU Chip Application Solution (1)
- 3.3.17 Power Domain Control MCU Chip Application Solution (2)
- 3.3.18 Power domain control MCU Chip application solution (3)
......

3.3.31 Power Domain Control MCU Chip Application Solution (16)
3.3.32 Power domain control MCU Chip application solution (17)
3.3.33 Power Domain Control MCU Chip Application Solution (18)

4 OEMs' Electric Drive assembly and Power Control Solution Layout

4.1 BYD
- 4.1.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.1.2 e3.0 Evo Platform: 12-in-1 Intelligent Electric Drive System
- 4.1.3 12-in-1 Electric Drive System Integrated Functional Module (1)
- 4.1.4 12-in-1 Electric Drive System Integrated Functional Module (2)
- 4.1.5 12-in-1 Electric Drive System Integrated Functional Module (3)
- 4.1.6 e3.0 Evo Platform Power Control Method
- 4.1.7 e3.0 Platform: 8-in-1 Electric Drive Assembly
- 4.1.8 Analysis of 8-in-1 Electric Drive (1)
- 4.1.9 Analysis of 8-in-1 Electric Drive (2)
- 4.1.10 Analysis of 8-in-1 Electric Drive (3)
- 4.1.11 e3.0 Platform Power Control Method: Intelligent Power Domain Controller (1)
- 4.1.12 e3.0 Platform Power Control Method: Intelligent Power Domain Controller (2)
- 4.1.13 Intelligent Power Development Trend (1)
- 4.1.14 Intelligent Power Development Trend (2)
- 4.1.15 Intelligent Power Development Trend (3)
- 4.1.16 e3.0 Platform: Dolphin 8-in-1 Power Domain Controller (1)
- 4.1.17 e3.0 Platform: Dolphin 8-in-1 Power Domain Controller (2)
- 4.1.18 e3.0 Platform: Disassembly of Yuan 8-in-1 Powertrain (1)
- 4.1.19 e3.0 Platform: Disassembly of Yuan 8-in-1 Powertrain (2)
- 4.1.20 e3.0 platform: Disassembly of Four-Wheel Drive Version of Seal Electric Drive
- 4.1.21 e4 Platform: Dual Electric Drive Assembly System
- 4.1.22 e4 Platform: Four independently Driven Motors
- 4.1.23 e4 Platform: Electric Drive Assembly with Integrated Differential Locking Function
- 4.1.24 e3 Platform: Three Independent Motor Drives
- 4.1.25 e3 Platform: Denza Z9 GT Electric Drive Configuration
- 4.1.26 Electric Drive System Platform Development
4.2 Geely/ZEKR
- 4.2.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.2.2 11-in-1 Intelligent Domain Control Electric Drive Assembly (1)
- 4.2.3 11-in-1 Intelligent Domain Control Electric Drive Assembly (2)
- 4.2.4 11-in-1 Intelligent Domain Control Electric Drive Assembly (3)
- 4.2.5 11-in-1 Electric Drive innovation Technology (1)
- 4.2.6 11-in-1 Electric Drive innovation Technology (2)
- 4.2.7 SEA Platform: Zeekr 001FR 800V Integrated Electric Drive (1)
- 4.2.8 SEA Platform: Zeekr 001FR 800V Integrated Electric Drive (2)
..................

4.2.18 Zeekr's Driving Zone Controller PCMU (1)
4.2.19 Zeekr's Driving Zone Controller PCMU (2)
4.2.20 Zeekr's Driving Zone Controller PCMU (3)
4.2.21 Zeekr's Driving Zone Controller PCMU (4)
4.2.22 Challenges and Countermeasures in the Development of Zeekr's Driving Zone Controller (1)
4.2.23 Challenges and Countermeasures in the Development of Zeekr's Driving Zone Controller (2)

4.3 Tesla
- 4.3.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.3.2 Model Y: Disassembly of the Fourth Generation Electric Drive Assembly (1)
- 4.3.3 Model Y: Disassembly of the Fourth Generation Electric Drive Assembly (2)
- 4.3.4 Model Y: Disassembly of the Fourth Generation Electric Drive Assembly (3)
- 4.3.5 Model Y: Disassembly of the Fourth Generation Electric Drive Assembly (4)
- 4.3.6 Model Y: Disassembly of the Fourth Generation Electric Drive Assembly (5)
- 4.3.7 Analysis of Tesla's Third-Generation Electric Drive (1)
- 4.3.8 Analysis of Tesla's Third-Generation Electric Drive (2)
- 4.3.9 Analysis of Tesla's Third-Generation Electric Drive (3)
- 4.3.10 Analysis of Tesla's Third-Generation Electric Drive (4)
- 4.3.11 Analysis of Tesla's Third-Generation Electric Drive (5)
- 4.3.12 Analysis of Tesla's Third-Generation Electric Drive (6)
- 4.3.13 First Generation Domain Architecture: Power Domain in Model S
- 4.3.14 Second Generation Quasi-central Architecture
- 4.3.15 Suppliers of Electric Motor/Control/Battery and Self-Made Battery Layout
4.4 Changan
- 4.4.1 Development History of Electric Drive Main Technologies
- 4.4.2 New Blue Whale Power Platform: Digital AI Electric Drive 2.0
- 4.4.3 Digital AI Electric Drive 2.0 Key Technologies (1)
- 4.4.4 Digital AI Electric Drive 2.0 Key Technologies (2)
- 4.4.5 Digital AI Electric Drive 2.0 Key Technologies (3)
..................

4.4.12 Yuanli Super-Integrated Electric Drive Key Technologies (3)
4.4.13 Yuanli Super-Integrated Electric Drive Key Technologies (4)
4.4.14 Yuanli Super-Integrated Electric Drive Key Technologies (5)
4.4.15 Evolution of Power Control System
4.4.16 SDA EEA: Realizing Cross-Domain Integration of Multiple Controllers including the Power Domain
4.4.17 EPA1 EEA: Vehicle Domain Controller

4.5 Volkswagen
- 4.5.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.5.2 MEB Platform: Dual Motor Four-Wheel Drive (1)
- 4.5.3 MEB Platform: Dual Motor Four-wheel Drive (2)
- 4.5.4 MEB Platform Electric Drive: SAIC ID.4X Mass Production Case and Supplier information
- 4.5.5 Evolution of Electric Drive Technology
- 4.5.6 MEB Platform: E3 Architecture ICAS1 Vehicle Control Domain Integrated Power Domain
- 4.5.7 ICAS1: Vehicle Control Domain Architecture and Suppliers
- 4.5.8 Vehicle Control Domain ICAS1 Disassembly Diagram (1)
- 4.5.9 Vehicle Control Domain ICAS1 Disassembly Diagram (2)
- 4.5.10 Vehicle Control Domain ICAS1 Disassembly Diagram (3)
- 4.5.11 Vehicle Control Domain ICAS1 Disassembly Diagram (4)
4.6 GAC
- 4.6.1 Aion Electric Drive System: Self-developed and Self-produced Strategy
- 4.6.2 Aion: AEP 3.0 All-Electric Platform
- 4.6.3 Aion Models Equipped with Electric Drive
- 4.6.4 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.6.5 Aion Quark Electric Drive 2.0
- 4.6.6 Aion's "Quark Electric Drive" Key Technologies (1)
- 4.6.7 Aion's "Quark Electric Drive" Key Technologies (2)
- 4.6.8 Aion's "Quark Electric Drive" Key Technologies (3)
- 4.6.9 Aion's "Quark Electric Drive" Key Technologies (4)
- 4.6.10 Quark Electric Drive Product Application Vehicle Models (1)
- 4.6.11 Quark Electric Drive Product Application Vehicle Models (2)
- 4.6.12 Power Domain Integration
- 4.6.13 Next-Generation X-soul Architecture: Central Computing Unit is Responsible for Power Control and Body Control
- 4.6.14 Intelligent Control Strategy for Hybrid Vehicles
4.7 Leapmotor
- 4.7.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.7.2 Variable Architecture Oil-Cooled Three-in-one Electric Drive (1)
- 4.7.3 Variable Architecture Oil-Cooled Three-in-one Electric Drive (2)
- 4.7.4 LEAP3.0 Architecture (1)
- 4.7.5 LEAP3.0 Architecture (2)
4.8 SAIC
- 4.8.1 All-electric System Platform: Modular Scalable Platform (MSP)
- 4.8.2 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.8.3 MSP: "NetGreen" Electric Drive System
- 4.8.4 "NetGreen" Electric Drive System (1)
- 4.8.5 "NetGreen" Electric Drive System (2)
- 4.8.6 VCU Integration Method under the Automotive E/E Architecture Layout
- 4.8.7 eTAC Edge torque Control Technology
4.9 BAIC
- 4.9.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.9.2 EMD3.0 Super Electronic Control Technology
- 4.9.3 EEA2.0 Platform: Developing the Power Domain Based on Functional Domains
- 4.9.4 Central Integrated Architecture VDC+VIU
4.10 Li Auto
- 4.10.1 Electric Drive System: Self-developed and Self-produced Strategy
- 4.10.2 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.10.3 800V SiC High-Voltage Electric Drive System
- 4.10.4 LEEA2.0: XCU Central Domain Controller
4.11 Xpeng Motor
- 4.11.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.11.2 SEPA2.0 Platform: 800V Xpower Electric Drive System
- 4.11.3 800V Xpower Electric Drive Key Technologies (1)
- 4.11.4 800V Xpower Electric Drive Key Technologies (2)
- 4.11.5 800V Xpower Electric Drive Key Technologies (3)
- 4.11.6 800V Xpower Electric Drive Key Technologies (4)
- 4.11.7 Xpeng G9 High-Voltage Power Architecture Design (1)
- 4.11.8 Xpeng G9 High Voltage Power Architecture Design (2)
- 4.11.9 Xpeng X-EEA 3.0: Power Domain Enters the Central Supercomputing
4.12 NIO
- 4.12.1 Fully Self-Developed Electric Drive System
- 4.12.2 Development History of All-Electric Drive Technology
- 4.12.3 NT2 Platform: EDS Electric Drive 4.0
- 4.12.4 ET5T Electric Drive System: Front induction + Rear Permanent Magnet
- 4.12.5 Disassembly of NIO ET5T Electric Drive System (1)
- 4.12.6 Disassembly of NIO ET5T Electric Drive System (2)
4.13 Dongfeng Motor
- 4.13.1 Electric Drive Assembly Self-development and Production Plan
- 4.13.2 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.13.3 Mach E Electric Drive Platform: Fourth Generation iD4 Electric Drive
- 4.13.4 Mach E Electric Drive Platform: Third Generation iD3 Electric Drive
..................

4.13.11 Lanhai Power Electric Drive Platform (5)
4.13.12 Lanhai Power Electric Drive Platform (6)
4.13.13 Lanhai Power Electric Drive Platform (7)
4.13.14 Voyah Hybrid Powertrain Architecture (1)
4.13.15 Voyah Hybrid Powertrain Architecture (2)

4.14 Neta Auto
- 4.14.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.14.2 Hozon Electric Drive: 180~240kW Oil-cooled 3-in1 Electric Drive
- 4.14.3 Hozon Electric Drive: 800V SiC Electric Drive System
- 4.14.4 Hozon Extended Range
- 4.14.5 Power Domain Control
- 4.14.6 Hozon Strategy 2.0 (1): Full-stack Self-developed Central Computing Platform
- 4.14.7 Hozon Strategy 2.0 (2): Hozon Supercomputing - Fusion Domain Control
4.15 Harmony lntelligent Mobility Alliance (HIMA)
- 4.15.2 Disassembly of Huawei Drive ONE 3-in-1 Electric Drive Motor Controller (1)
- 4.15.3 Disassembly of Huawei Drive ONE 3-in-1 Electric Drive Motor Controller (2)
- 4.15.4 Disassembly of Avatr 11 3-in-1 Electric Drive (1)
- 4.15.5 Disassembly of Avatr 11 3-in-1 Electric Drive (2)
- 4.15.6 Disassembly of Avatr 11 3-in-1 Electric Drive (3)
4.16 Chery
- 4.16.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.16.2 Electric Drive Technology: Dual-motor Distributed Electric Drive
- 4.16.3 Mars Architecture: 9-in-1 Domain Control Powertrain
4.17 FAW Hongqi
- 4.17.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.17.2 FME Platform: E-HS9 3-in-1 Electric Drive
- 4.17.3 All-Electric Platform Electric Drive Technology Route
- 4.17.4 Hybrid Platform Electric Drive Technology Route
- 4.17.5 Electric Drive System Key Technology Layout (1)
- 4.17.6 Electric Drive System Key Technology Layout (2)
- 4.17.7 Electric Drive System Key Technology Layout (3)
- 4.17.8 Electric Drive System Key Technology Layout (4)
4.18 Xiaomi Auto
- 4.18.1 Development History of All-Electric Platform Electric Drive Main Technologies
- 4.18.2 Summary of Xiaomi SU7 Electric Drive System Parameters

5 foreign Powertrain Controller and Solution Suppliers

5.1 Bosch
- 5.1.1 Electric Drive Assembly: Products and Features
- 5.1.2 Passenger Car Electric Drive Products (1)
- 5.1.3 Passenger Car Electric Drive Products (2)
- 5.1.4 Power Domain Control System: Products and Features
- 5.1.5 Power Domain Fusion Controller
5.2 Vitesco Technologies
- 5.2.1 Product Layout in the Pure Electric Field
- 5.2.2 Electric Drivetrain: Product and Functional Features
- 5.2.3 electric drive products (1)
- 5.2.4 electric drive products (2)
- 5.2.5 electric drive products (3)
- 5.2.6 Power Domain Control System: Products and Functional Features
- 5.2.7 Power Domain Control System (1)
- 5.2.8 Power Domain Control System (2)
5.3 UAES
- 5.3.1 Electric Drive Business Layout
- 5.3.2 Electric Drive Assembly: Products and Features
- 5.3.3 New Products of Electric Drive System (1)
- 5.3.4 New Products of Electric Drive Systems (2)
- 5.3.5 New Products of Electric Drive System (3)
- 5.3.6 Power Domain Control System: Products and Features
- 5.3.7 VCU Integration Solution Based on Central Integration Architecture
- 5.3.8 Vehicle Motion Domain Controller (1)
- 5.3.9 Vehicle Motion Domain Controller (2)
- 5.3.10 Vehicle Motion Domain Controller (3)
- 5.3.11 Vehicle Motion Domain Controller (4)
5.4 ZF
- 5.4.1 Electric Drivetrain: Product and Functional Features
- 5.4.2 New Electric Drive Products (1)
- 5.4.3 New Electric Drive Products (2)
- 5.4.4 New Electric Drive Products (3)
- 5.4.5 Powertrain Software SW4PT
- 5.4.6 Next-Generation Electric Drive System Platform in the Asia-Pacific Market
- 5.4.7 Electric Drive Products: 800V SiC Three-in-one Electric Drive System
- 5.4.8 Power Domain Control System: Product and Functional Features
- 5.4.9 Vehicle Motion Domain Controller VMD
5.5 BorgWarner
- 5.5.1 Electric Drivetrain: Products and Features
- 5.5.2 IDM Electric Drive Products
- 5.5.3 SOP Planning for Each Series of IDM Electric Drive
- 5.5.4 Next-Generation IDM Electric Drive System Planning
- 5.5.5 Powertrain Control System: Products and Features
- 5.5.6 Power Domain Controller PDCU
- 5.5.7 Super-PDCU
- 5.5.8 Powertrain Control System Integration Strategy (1)
- 5.5.9 Powertrain Control System Integration Strategy (2)
5.6 Magna
- 5.6.1 High Voltage Electrical Product Layout
- 5.6.2 Drive System Technology Development Roadmap
- 5.6.3 Electric Drivetrain: Products and Features
- 5.6.4 Dual-Motor Electric Drive eDS Duo
- 5.6.5 New Generation of Electric Drive Products (1)
- 5.6.6 New Generation of Electric Drive Products (2)
5.7 Valeo
- 5.7.1 Electric Drive Business Operation Analysis
- 5.7.2 Electric Drive Product Layout
- 5.7.3 Electric Drivetrain: Products and Features
- 5.7.4 High Voltage Electric Drive Platform (1)
- 5.7.5 High Voltage Electric Drive Platform (2)
- 5.7.6 High Voltage Electric Drive Platform (3)
- 5.7.7 Medium and High Voltage Electric Drive Platform
5.8 Schaeffler
- 5.8.1 Electric Drivetrain: Products and Features
- 5.8.2 800V Dual-Motor Coaxial Electric Drive
- 5.8.3 4-in-1 Electric Drive
5.9 Nidec
- 5.9.1 Electric Drive Assembly: Products and Features
- 5.9.2 Technical Features of Second-Generation Electric Drive Platform
- 5.9.3 Second Generation Electric Drive Products
- 5.9.4 Next Generation Electric Drive Planning
5.10 Magneti Marelli
- 5.10.1 Electric Drivetrain: Products and Features
- 5.10.2 Electric Drive Products (1)
- 5.10.3 Electric Drive Products (2)
- 5.10.4 Electric Drive Products (3)
- 5.10.5 Power Domain Control System: Products and Features
- 5.10.6 Multi-Function Domain Controller
- 5.10.7 Drive Dynamics Domain Controller VDCM

6 Chinese Powertrain Controller and Solution Suppliers

6.1 Huawei
- 6.1.1 Electric Drive Assembly: Products and Features
- 6.1.2 DriveONE Hyperconverged Golden Power Platform (1)
- 6.1.3 DriveONE Hyperconverged Golden Power Platform (2)
- 6.1.4 DriveONE Hyperconverged Golden Power Platform (3)
- 6.1.5 DriveONE Hyperconverged Golden Power Platform (4)
- 6.1.6 DriveONE Electric Drive Products (1)
- 6.1.7 DriveONE Electric Drive Products (2)
- 6.1.8 DriveONE Intelligent Power Domain
- 6.1.9 DriveONE iTRACK Intelligent Software Algorithm
- 6.1.10 DriveONE-Cloud Intelligent Electric Cloud
6.2 Inovance
- 6.2.1 Passenger Vehicle Power Product Solutions
- 6.2.2 Electric Drivetrain: Product and Functional Features
- 6.2.3 Electric Drive Products: High-Performance Magnesium Alloy Electric Drive Assembly
- 6.2.4 Fifth-Generation Electric Drive Products (1)
- 6.2.5 Fifth-Generation Electric Drive Products (2)
- 6.2.6 Fourth Generation Electric Drive Products
- 6.2.7 Technology Route of Fourth-Generation Electric Drive Products
- 6.2.8 Distributed Electric Drive
6.3 Enpower
- 6.3.1 Analysis of Electric Drive Assembly Product Layout and Operation
- 6.3.2 Customers of "Integrated Chip" Powertrain
- 6.3.3 Development and Planning of Electric Drive Assembly
- 6.3.4 Core Technologies of Third Generation Electric Drive Platform
- 6.3.5 Electric Drive Assembly: Products and Features
- 6.3.6 Third-Generation Electric Drive Assembly Products (1)
- 6.3.7 Third-Generation Electric Drive Assembly Products (2)
- 6.3.8 Third-Generation Electric Drive Assembly Products (3)
6.4 Jee Technology
- 6.4.1 Three Stages of Powertrain Integration Technology Development
- 6.4.2 Tends to integrate Power System-Related Controllers and Chips in the Future
- 6.4.3 Electric Drive Assembly: Products and Functional Features
- 6.4.4 All-in-one Electric Drive Assembly
- 6.4.5 Second Generation Electric Drive Assembly Products (1)
- 6.4.6 Second Generation Electric Drive Assembly Products (2)
- 6.4.7 Power Domain Controller Products
6.5 Hefei J-Link Automotive Electronics Co., Ltd.
- 6.5.1 Electric Drive Assembly: Products and Functional Features
- 6.5.2 800V SiC 3-in-1 Electric Drive Assembly
- 6.5.3 Power Domain Control System: Products and Functional Features
- 6.5.4 800V Multi-Fusion Silicon Carbide Power Domain Controller
6.6 Jingwei HiRain
- 6.6.1 New Energy Power System Business
- 6.6.2 Power Domain Control System: Products and Features
- 6.6.3 Power Domain Integration Solution Based on Next-Generation E/E Architecture (1)
- 6.6.4 Power Domain Integration Solution Based on Next-Generation E/E Architecture (2)
- 6.6.5 Power Domain Controller PCU
- 6.6.6 Vehicle Controller VCU/HCU Functions and Supporting Customers
6.7 Zhixin Control
- 6.7.1 Core Business Layout
- 6.7.2 Electronic Control Products Are Upgraded from Distributed to Physical Domains
- 6.7.3 Power Domain Control System: Products and Functional Features
- 6.7.4 Vehicle Domain Controller VDC
- 6.7.5 Power Domain Controller PCM
- 6.7.6 All-in-one Powertrain Domain Controlle